Carburation system



June 5, 1.934. o.-A. Ross CARBURATION SYSTEM 2 Sheets-Sheet l Filed April 21, 1927 INvEN'To June 5, 1934. o. A. Ross CARBURA'IION SYSTEM Filed April 21', 1927 2 Sheets-Sheet 2 rNvEN-roR i245 Patented .lune 5, 1934 UNITED sTATEs PATENT OFFICE 24 Claims.

This invention relates to carburation systems for hydro-carbon motors, and more particularly that that type wherein a'hydro-carbon fuel is atomized in a carburetor, the atomized fuel there- D after being subjected to a vaporzing process before entering the cylinders of said motors.

It is well known thatthe viscosity of even lighter hydro-carbon fuels, as for example, gasoline, varies substantially with temperature variation, in fact from a drop of 80 F. to 32, this variation is approximately 30 per cent. It is obvious, therefore, that to obtain a uniform combustible mixture at all temperatures, the temperature of the hydro-carbon fuel should be substan- 19 tially constant as it leaves the atomizing nozzles of the carburetor, and further that this temperature should be preferably as high as consistently possible, whereby it may be very finely broken up by the action of the combustion supporting gas 20 as it passes said nozzles in a venturi, or other atomizing passage.

Even after a hydro-carbon fuel has been finely atomized as hereintofore described, it is further advisable, under certain conditions of throttle opening, to gasify the atomized particles, whereby. an ideal combustible mixture is obtained .at such openings.

It is also Well known that volatile hydro-carbon fuels, as for example, low grade gasoline will not readily gasify at ordinary temperatureswhen employed in ordinary carburetors, and that so-called hot spots for heating a portion of the intake manifold are employed for assisting in the gasifying of the atomized fuel from the carburetor nozzles. However, these hot spots are xed factors and do not produce an ideal condition of gasied combustible mixture for all load conditions of the motor, to which such mixture is being .supplied,as for examplez-at idling speeds, when a maximum gasification would be desirable to obtain a maximum eiciency. from the combustible gmixture, the hot spotis leastheated, whereas at full performance of 4the motor it is highly vheated and not only gasies the atomiz'l fuel,

but also expandsthe combustion supporting gas (air), whereby the volumetric eiciency is greatly reduced at a time when power from the motor is most needed, and the inherently high heat -of the combustion supporting gas caused by high compression is capable of gasifying the atomized fuel in the cylinders before the power cycle begins.

For a more complete appreciation of the advantages of the applicants novel system, an enlargement upon -the foregoing statement may be apposite. In hydro-carbon motors of well known structure, not employing hot spot, and with a full open throttle, a cylinder will receive a full charge of substantially cool combustible mixture and the subsequent high compression thereof will readily gasify a nely atomized fuel mixture with air, resulting in an even higher compressed combustible gas, which when ignited produces an ideal combustion, resulting in a maxi- Amum power cycle. In other words, the volumetric efficiency is high and the power cycle produces a maximum work output.

At low speeds, however, high compression does not obtain and the atomized fuel is not gasifed, resulting in poor combustion and a waste of fuel. If the hot spot is employed and is made large enough to gasify the atomized fuel at low throttle openings, when a minimum of exhaust gases passes into the exhaust manifold, .said hot spot becomes so hot `at substantially full open throttle position', that both the atomized fuel -is gasied and the air expanded before entering into the cylinders, thereby materially reducing the volumetric e'iiiciency of the -motor so obviously advantageous at full throttle opening.

One of the prime objects of this invention is to furnish a system whereby high volumetric elliciency may be obtained from a hydro-carbon motor at maximum throttle opening, whereas at partial throttle a maximum efficiency of the motor may be obtained by reducing the volumetric efficiency, but increasing the efficiency of the combustible mixture before entering into the cylinders, whereby an ideal combustion cycle is obtained, producing a maximum work output with a minimum of fuel consumed. yIt is obvious that lower volumetric efficiency is of secondary consideration at A'reduced speeds as maximum power from the motor is not demanded at such'times.

Another object is to furnish a novel carburetor structure for maintaining substantially uniform temperature of, and low viscosity of a hydro-carbon fuel adapted to be atomized by said carburetor.

Another object is to furnish a novel structure and a simple control system for causing the atomized mixture to be gasied before entering th motor cylinders.

Another object is to furnish a carburetor ywherein the oat chamber is calorically-insulated Another object is to furnish a novel form of control valve and associated passages wherein a plulll rality of passages are simultaneously controlled in a novel manner.

Another object is to furnish a carburetor comprising in part a fuel metering valve for one of the nozzles which is adjustable as to location, whereby ready control thereof may be obtained at various positions of the carburetor body.

Other objects and advantages will appear as the description o f the invention progresses, and the novel features of the invention will be pointed out in the appendedclaims.

This invention consists in the novel construction and arrangement of parts hereinafter described, delineated in the accompanying drawings, and particularly pointed out in that portion of this instrument'whereiri patentable novelty is claimed for certain and peculiar features of the system, it being understood that, within the scope of what hereinafter thus is claimed, divers changes in the form, proportions, size and minor details of the structure may be made without departing from the spirit of, or sacrificingany of the details of the invention.

In describing the invention in detail, reference is had to the accompanying drawings, wherein I have illustrated embodiments of my invention, and, wherein like characters of reference designate corresponding parts throughout the several views, and in which:-

Figure 1 is a. top elevated View of one form of the structure employed to obtain the desired system of combustion, and is taken on line A-A of Fig. 2, and Fig. 2 is a part sectional, part elevated view of the same structure taken on line B-B of Fig. 1, and Fig. 3 is a sectional view of one element of the structure taken on line C-C of Fig. 2, and Fig. 4 is a part sectional view showing one form of the novel heat control valve and is taken on line D-D of Fig. 2 and, Fig. 5 is a top elevated view of a preferred form of adjustable lever for the valve shown in Fig. 4, and Fig. 6

is a. semi-diagrammatic view of one of the control systems, and Fig. 'l is a modified form of control, and Fig. 8 is an enlarged elevated view of one of the control levers employed in the control system shown in Fig. 7,`and is taken on line H-H of Fig. 9 and Fig. 9 is a similar view taken on line J--J of Fig. 8, and Fig. 10 is a modified form of lever for a modied system of gasifying hydrocarbon fuels.

Referring to Figs. 1, 2, and 3, exhaust manifold 1, of the general form employed on the Buick vstandard six automobile, has the -exhaust inlets 2, 3, 4, 5, 6, and 7, vconnecting to main exhaust duct 8, terminating in'outlet 9, connected to the exhaust pipe (not shown), the cylinder block to which said manifold is attached, not being shown, this portion of said motor being of well known form. For purposes of adopting applicants novel system, the duct 8, has been modied by inclusion of propeller shaped openings 10, and 11, on each side of duct 8, and substantially midway between ports 6, and 7, said openings having cover plates 12, and 13, secured by b olts 14-14 and nuts 15-15, plate 12, having bearing 16, and plate 13, bearing 17, in which rotates shaft 18, supporting valve 19, having valve extensions 20, 21. A further modification of exhaust manifold 1, comprises duct 23, communicating to duct 8, by opening or port 24, on the right side of valve 19,-and adapted to be closed by valve extension 21, also duct 25, communicating with duct 8, through opening 26, or port on the left side of valve 19, and adapted to be closed by take manifold 30, a calorically insulating gasket 37 being interposed therebetween.

-Gasifying unit 36, comprises outer wall 39, surrounding hot gas chamber 40, centrally located in which, and formedintegral with the lower end of wall 39, is upwardly extending cylindrical portion 41, comprising the nozzle section 42, and throttle valve section 43, containing throttle or butterfly valve 44, secured to shaft 45, pivotallymounted in bearings 46, and 47, to the protruding end of which is secured a throttle control lever, 120 (Fig. 5), more fully hereinafter described. Secured in the upper end of cylindrical portion 41, and extending int-o the upper closed end 48, of outer Wall 39, is tubular member 49, acting as a duct from cylindrical portion 41 to orifice 35, of

intake manifold 30. Wall 39 also comprises a mating face 50, clamped to which, by bolts 51-51.'

is flange 26, of exhaust manifold 1, gasket 52 of caloric insulating properties being interposed therebetween, said mating face having an orifice 53, connecting the upper portion of chamber 40, to duct 23, and another orifice 54, connecting the lower part of said chamber to duct 25. Connecting diametrically opposite portions of outer wall 39, and cylindrical portion 4l, are web sections 55-55, acting as baiiies to direct the hot gases entering orifice 53.

Referring to Figs. 5, and 6, to the outer end of lever 120, secured to shaft 18, (see Figs. 1, 2, and 3) is pivotally secured one end of rod 121, by pin 121a, the outer end being slidable in, and guided by, lugs 122 and 123, of link 124, pivoted to bell crank 125, by pin 125a, lug 123, acting as a stop, for stop collar 126, secured to rod 121. Also secured to rod 121, is stop collar 128, adapted to receive impingement of one end of spring 127 the other end of which abuts against lug 122, and stop collar 129, abutting lug 130, adapted to cause movement of rod 121, by one end of rod 131 the other end of which is, pivoted by pin 131a, adapted to be variably clamped in slot 132a, to the upper extension 13 2, of throttle lever 133, adapted to be secured to shaft 45, the lower extension 134, being pivotally connected to rod 135, terminating in foot accelerator pedal 136, of well known construction and function. Bell crank 125, is suitably pivoted to dash board 137, by pin 125a, and the handle 138, is adapted to move 'in slot 139, of dial 140, bearing vthe indications C (cold) N (normal) and H (hot).

Lever 120, preferably comprises lever section 141, adapted to be secured in mating adjustment to collar 142, by nut 143, serrated surfaces 144-144 acting to lock adjustment of said lever and collar.

A lever as 145, ordinarily operated by the steering column control, is adapted to actuate rod 135, by link 146, impinging on collar 147, secured to rod 135.

A suitable lever, as 148, forming part of lever 133, is adapted to be link-connected to accelerated speed metering VValve 86.

Referring to Figs. 7, 8 modified form of control and 9, illustrating a tothe lower end of lever 120, is pivotally secured rod 150, universally connected to adjustable pivot member151,I

(see Figs. 8, and 9,) operating in lever 152, secured to shaft 45, of throttle valve 44. Also universally connected to member 151, is one end of rod 153, the other end of which is slidably butnot rotatably secured to one end of rod 154, the other terminating in adjusting handle 155, having pointer 156, operating over dial 157, bearing indications C (cold) N (normal) .H (hot) mounted on dash 137. l

Lever 152, comprises xed quadrant 160, adjustably secured to which, by bolts 161, and 161e, is lever 162, supporting slotted plate 163, having rack 164, adapted to guide unit 151, comprising pinion 165, clamped between washers 16S-166, and universal joint 167, and socket nut 168.

Referring to Fig. 10, diagrammatically illustrating a modified form of throttle control lever for use inconnectionwith a modified system of control to throttle shaft 45, is secured bell crank lever 170, having upper slotted extension 171, in the slot 172, of which is adapted to travel pin 173, passing through forked end 174, attached to rod 150, and also through slot 175a, of sector 175, pivoted on bolt 176, and to the upper extension 177, of which is pivoted one end ofrod 178, the other end being pivoted to bell crank 125.

The operation of appllcants novel carbureting system and the devices associated therewith is as followsz-Referring to Figs. l, 2,' 3, and 4, with throttle valve 44, closed to idling position of motor to which the system may be attached, the shunting valve 19, is' substantially vertically disposed, as shown in Figs. 1, and 2, the portion `21, blocking oif'the exhaust gases, discharged from exhaust inlet 2, 3, 4, 5, and 6, from passing from duct 8, direct to outlet 9, in this manner restraining said gases to pass from duct 8, through opening 24, into duct 23, and thence through orice 53, to chamber 40, of inlet 36, being further lrestrained upward in chamber 40, by web v55, thereafter passing downwardly around the nozzle chamber 42, and thence upward to orifice 54, thence passing through duct 25, to orifice 26, to chamber 9a, on the left side of valve extension 21, finally passing to the exhaust pipe through exhaust manifold opening 9, as shown by the several arrows in Figs. l, and 2.

The aforesaid movement of exhaust gases causes a heating of all portions of unit 36, to a temperature, the degree of which may be controlled by the relative positions `of valve 19, and valve 44, as will belmore fully hereinafter described. s

As throttle valve 44, is moved to full open position valve 19, is restrained to move withvalve 44, and assumes the position as shown by the dotted position of valve 19, in Figs. 1, and 2, and the full line position of Fig. 4, whereupon all the exhaust gases from units 2, 3, 4, 5, and 6,

pass directly from duct 8, to chamber 9a, and

thence to exhaust pipe (not shown) through outlet 9, in this manner restraining any of said gases to pass into chamber 40, of unit 36, and as said unit is calorically insulated from manifold 1, by gasket 52, said unit may assume the temperature of the'surrounding air or such lowered temperature, as maybe conducted thereto by the atom-izing of the fuel in the nozzlesection 42.

When a motor is idling and the valve is in the position shown in Figs. 1 and ,2,l the carbureted mixture is ordinarily supplied bymixture of fuel from nozzle 105, and the air passing through openings IGZ-102, and venturi 1 04, and as said` venturi duringidling condition is heated to a substantially high degree and, the rate of air passing therethrough is comparatively slow,

lthereby permitting said'air to be substantially heated by contact with the Walls of the body portion 60, the fuel escaping from nozzle 105, will be not only substantially nely atomized, but also gasied into an ideal combustible mixture, at the same time increasing the volume of the combustiblemixture.

As throttle valve 44, is opened to full position and the motor is accelerated in speed, the well known resulting action in the intake manifold will cause accelerated speed valve 99, 'to be elevated to substantiallythe dotted position shown, and as the air passes upward through orifice 98, by well known action, fuel is drawn from nozzle a and atomized therein. As tube 75 is oalorically insulated by Asleeve 75h, the fuel in the lower portion of said tube is not onlyv prevented from being chilled by the inrushing air entering the carburetor body 60, from the inlet 118, but also is substantially warmed by heat by conduction from said body to said nozzle tube,

'and also from the nozzle tip, as more fully hereinafter described. vThe rise in temperature by said conduction is preferably controlled by the depth of groove 63h, and is preferably fixed for each type of motor, and, or, `the condition under which said motor is to be operated, such increase preferably being normally below the boiling point of the fuel to be employed.

It is to be noted the sleeve 75h, extends upwardly slightly above the level of the fuel in the oat chamber, the level of fuel in tube 75, being normally substantially at the same level as tha of' the float chamber.

As the fuel is drawn upward into section 75e, of tube 75, it is highly heated, the temperature of section 75o, being preferably maintained substantially higher than the boiling point of the fuel, whereby as it escapesfrom nozzle 75a, its viscosity is as low as may be obtained without gasification, in fact, under certain conditions a portion of the fuel will be gasied, resulting in a mulsified fuel, and gas generated therefrom, escaping from nozzle 75a, an ideal condition for obtaining minute atomized particle of fuel which may be readily gasified by the gasifying unit, as 36, in this manner assisting in rapid acceleration of a motor as throttle 44 is open to full perbustible mixture also causes a substantial expansion thereof, .resulting in a lowered volumetric efficiency of the motor. However, as the motor is idling or may be operating under partial load conditions, such reduction of volumetric efliciency is not disadvantageous.

Sudden action or flapping of valve 99, is restrained by da'sh pot member 106, which is adapted to be moved inwardly or outwardly in body 60, whereby a greater or lesser tension of spring 111, will cause a greater or lesser flow of fuel from nozzle 75a.

Simultaneous with the opening of valve 44, the

metering valve 88, is elevated by a suitable lever duct 77, to duct .85, and thence to nozzle tube '75, the quantity of fuel fed to said tube being proportional to l the needs of the air passing through opening 98, for obtaining a proper combustible mixture to be supplied to the motor. It is to be noted that the accelerated speed metering unit 78, is detachable from body 60, in this manner permitting a selected location for the length of control lever therefor, or, the particular side of carburetor body from which said unit may be more readily controlled. Fuel from float chamber 66, passes through` canals 69, and 70. to idling needle valve chamber 71', and thence to either, or, both nozzles '73, and 75, the canals 81, 82, and 83, leading to canal 85, and thence as heretofore described, to nozzle tube 75. It is to be noted that float chamber 66, is calorically `insulated from body portion 60, in this manner preventing conduction of heat from said body to.

said chamber, which might cause undue gasifying of the fuel in said chamber.

Referring to Figs. 5 and 6. illustrating one form of control rods and levers, for actuating valves 44, and 19, with the parts as shown, valve 19, is positioned substantially as shown in Figs. 1 and 2, and

` all the exhaust gases from passages 2, 3, 4, 5, and

6, are being passed to unit 36, as heretofore described. Valve 44, is closed to idling performance of motor, and accelerator pedal 136, and column control llever 145, are assumed to be in normal position as shown. It is to be noted that the handle 138, of heat control lever 125, is in its lowest position (C) indicating a cold motor, to be started, or the continuous operation of a motor in cold climate. As accelerator pedal 136.l is depressed and throttle valve 44, is opened to give full performance of the motor, the parts assume the dotted position shown, lug 130, of rod 121, impinging against collar 129, causing rod 121, to be moved to the right, in` this manner causing slight compression of spring 12'7, against lug 122, and the movement of valve 19, from substantially vertical positionas shown in Figs. 1, and 2, to the substantially horizontal, as shown in Fig. 4. Whereupon a free passage of said gases to exit 9, obtains and none of said gases passes to unit 36. If, for any reason, as for example, seasonable changes of temperature, it is desired to shunt less hot exhaust gases to unit 1, at the idling, or, lower speeds of the motor, handle 138, is elevated t0 the N or normal running position, under which condition the valve 19, assumes a diagonal position between vertical and horizontal, thereby shunting a lesser amount of said hot gases to unit 36, and if conditions of fuel, or climate, so warrant, said handle may be further elevated to the H position, indicating that unit-36, is sufliciently warm without receiving any heat conducted to said unit from said hot gases. Under conditions of vextreme cold climate, it may be `desired to shunt said hot gasesto unit 36 at full throttle openings,and, at such times the pin 1310., is clamped at a lower location in slot 1,3211, in this manner reducing the angular movement of lever 120, wherebythe valve 19, assumes a variable diagonal position between vertical and horizontal and whereby a portion of said hot gases will be shunted to unit 36, with throttle 44, in full performance position. The constant use of a poor grade of fuel may require such an adjustment. It is to be noted, however, that with pin 131, clamped at the location shown, a full opening of throttle 44, causes valve 19, to close both orifices 24, and 26, whereby the incoming air and atomized fuel may be prevented from being expanded until so caused by the compression cycle of the motor.

It is also to be noted that after handle 138, has been moved to a higher position than C, as for example, the normal or (N) position, the valve 19, will move to a position whereby less hot exhaust gases are shunted to unit 36, and will remain stationary at the position until the lug 130 of rod 121 more remotely engages collar 129 and causes further movement of valve 19. The applicants system, when applied to a particular type of motor, is suitably proportioned to produce the maximum efficiency of power output at normal atmospheric temperature with handle in the (N) or normal position.

Referring to Figs. 10, 11, and 12, with the parts as shown, a motor, as in Figs. 8, and 9, is assumed to have been immediately cranked and. running with throttle 44, closed to idling position. The pointer 156, indicates C, (cold motor, or, operation in cold climate) the rotation ofrods 153, and 154, restraining unit 151, to move to the extreme outer end of slotted rack- 164, in this manner causing lever 120, to move to the extreme left, as shown in Figs. 1, and 2, whereby valve 19, shunts the maximum of hot exhaust .gases to unit 36. As accelerator pedal 136, is depressed to full performance position of the motor, the parts assume the dotted position shown, whereby as throttle valve 44, opens to full performance position, the valve 19, moves from substantially vertical to substantially horizontal positions, as shown in Fig. 4, and orifices 24, and 26, are closed, in this manner preventing any of said hot gases from passing to unit 36. If it is desired to shunt less hot exhaust gases to unit 36, at idling speeds, as forl example, after a motor has warmed up in a temperate climate, pointer 156, is rotated to letter N, indicating normal temperature, whereupon universal unit 151, assumes a midway position on rack 164, and valve 19, will shunt only a portion of said gases to unit 36, during idling position of valve 44, and,

movement of pointer 156, to H position will 'cause' universal unit 151, to assume position in the lowest portion of rack 164, in this manner shunting only a substantially small portion of said hot gases to said unit in the idling position and substantially no gases in the full open position of valve 44.

Referring to Fig. 10, with the parts as shown, motor is assumed to have just been started and running with valve 44, in idling position, the handle 138, (not shown) of bell crank 125, being in the H (hot weather) position; the positions of C, N, and H, being reversed on the dial 139, (not shown).

The valve 19, is substantially vertical as shown in Figs. 1, and 2, and substantially all of the hot exhaust gases are shunted to unit 36. As an.

accelerated pedal, as 136, (not shown) is depressed to full performance, (full opening) position of throttle valve 44, the valve 19, is moved from substantially vertical to substantially horizontal position, and whereas substantially all of said hot gases pass to unit 36, during iding speeds, none of saidgases will pass thereto at full performance position of said valve 44. If, thereafter, handle 138, is moved to the C (cold weather) position, the sector 175, will move to the dotted position shown, and whereas valve 19, will remain in substantially vertical position and shunt all the gases to unit in idling position, it more slowly opens to an equi-distant position, as throttle 44, is opened to full performance position, in this manner shunting a portion of said hot gases to said unit 36, with the throttle in the wide open position. This latter form -of control is adapted to motors operating with ordinary gasoline fuels in extremely cold climates when it is desired to shunt part of said hot gases'at full throttle openings, or may be employed in f connection with an improved system of carburation for producing a combustible mixture from non-readily volatile fuels, as for example: kerosene and'fuel oil, application for Letters Patent for which will be filed at a subsequent period.

. It will be obvious from the foregoing description that Aby applicants novel system a maximum f of volumetric efficiency is obtained at maximum throttle opening, as the atomized fuel suspended ln air in a combustible mixture, is carriedpinto the cylinders without expansion of either the air, or substantial gasification of the atomized fuel, suspended therein, vwhereafter the heat of the comparatively high compression, obtained at full throttle opening, may cause substantial gasificationof said fuel, within the motor cylinders, whereby a maximum pressure during the working cycle is obtained.

It is further obvious that at a partially openv throttle position; especially at the smaller openings, a substantially large portion of hot exhaust gases is shunted into unit 36, causing a complete gasification of the atomized fuel before it enters the cylinders, in this manner obtaining a highly efficient working cycle with'a comparatively small quantity of fuel. lAs hydro-carbon motors, as applied to motor vehicles, are largely operated at partial throttle opening, thev great value of applicants system will be appreciated.

It is to be understood that, in applying the term atomized fuel in this instrument, is meant fuel broken up in a manner as ordinarily obtained in carburetors now in common use, and as distinguished from pulverized fue (nebulized) as vdisclosed in applicants application for Letters motor, in this manner causing said motor to rapidly accelerate in speed, whereafter the resulting high compression, when a maximum charge obtains in saidl cylinders, will produce a maximum work out-put by said motor after said gasification ceases to obtain in unit 36, due to change of position of valvel 1,9 toprevent hot exhaust gases from passing to said unit.

I claim:

l. In combination with` an internal combustion motor having an exhaust manifold and an intake manifold in communication therewith, of means for supplying a combustible mixture to the intake manifold, a heater having a passageway for heating the mixture, a gas chamber therein surrounding an orifice opening intotheiirst named portionof the manifold, a second duct having one end communicating with the ldischarge end of the chamber, the other end having an orifice opening into. the second named portion of the manifold, v

a valve forcontrolling the flow of the gases to and from the chamber normally open positioned to uncover both of the orifices whereby the gases from the first named portion will fiow to the chamber through the first named duct and thence to the second named portion through the second named duct, a valve for controlling the combustible mixture fiow normally in the open position, and means forjointly moving the valves to another position whereby the gas valve will cover both the orifices to Aseal the chamber from both portions of the manifold and the throttle valve will supply a maximum fiow of the mixture to the intake manifold.

2. In combination with an internal combustion motor having an exhaust manifold and an intake manifold in communication therewith, of means for supplying a combustible mixture to the intake manifold, a heater for having a passageway for heating the mixture, a gas Vchamber in the heater surrounding the` passageway arranged to receive gases from one portion of the exhaust manifold and discharge the gases into another `portion thereof, a duct having one end communicating with the receiving end of the chamber, the other end having an orifice opening into the first named portionfof the manifold, a second duct having one end thereof communicating with the discharge end of the chamber, the other end having an orifice opening into the second named portion of the manifold, a valve for controlling the fiow of the gases to and from the chamber normally open positioned to uncover both of the orifices whereby the gasesfrom the first portion will flow to the chamber through the first named duct and thence through the second named duct to the second named portion, and means for moving the valve to another position whereby both orifices will beclosed and the chamber will be sealed from both portions of the manifold.

3. The combination with a motor vehicle supporting an internal combustion motor having an exhaust passage and an intake passage in communication therewith, of a charge forming device for supplying a combustible mixture to the intake passage, a throttle valve normally positioned to cause a minimum flow of combustible mixture therefrom to the intake passage, a heater for heating the intake passage, means for supplying exhaust gases from the exhaust passage to the gas valve to predetermined and variable normal positions, means for operating the throttle valve, means affected by the 'throttle valve operating V means arranged by travel in one direction thereof to effect movement of the gas valve from normal position and in the other direction to travel without restraint thereof, and means for normally constraining the gas valve to'normal position.

4. The combination with an internal combustion motor having an intake passage and an exhaust passage inJ communication therewith, a heater for heatingythe intake passage, a duct ary ranged to convey exhaust gases from the exhaust passage to the heater, a second duct for conveying the gases from the heater to the atmosphere, a single valve supported adjacent the exit end of the exhaust passage ,for controlling all the gases flowing to the heater normally positioned'to connect the first and second named ducts with the exhaust passage for effecting-flow of gases therefrom through the first named duct to the heater 1 and thence through the second named duct to the atmosphere, and means for moving the valve to another position to close the communication between both the ducts and the exhaust passage for effecting'flow of the gases from the passage to the atmosphere without iiowing to the heater.

5. The combination with an internal combustion motor having an exhaust passage and an intake passage in communication therewith, of a charge forming device for supplying a combustible mixture to the intake passage, a normally closed throttle valve for controlling the mixture flow, a heater for heating the intake passage, ducts for conveying the exhaust gases from the exhaust passage to and from the heater, a valve normally positioned for effecting flow of gases from the passage to the heater, actuating lmeans for moving the valves from their normal positions for effecting supply of gases to the heater in inverse proportion to the supply of mixture to the intake passage, adjustable means associated with the actuating means and movable therewith for effecting differing angular movements of one of the valves with respect to the angular movement of the other valve during their movement, and other adjustable means for effecting angular displacement of one of the valves with respect to the other valve operated independently of the first named adjustable means.

6. The combination with an internal combustion motor having an exhaust passage and an intake passage in communication therewith, of a charge forming device for supplying a combustible mixture to the intake passage, a normally closed throttle valve for controlling the mixture flow, a heater for heating the intake passage, ducts for conveying the exhaust gases from the exhaust passage to and from the heater, a valve normally positioned to effect iiow of the gases from the passage to the heater, actuating means for moving both the valves relatively to effect supply of gas to the heater in inverse proportion to the supply of the mixture to the intake passageway, adjustable means .forming part of the actuating means and movable therewith for effecting a differing angular movement of one of the valves with respect to the angular movement of the other valve during their movement Afor varying the inverse ratio of supply of the gases and mixture, and manually operated means for effecting angular displacement of one of the valves with re-- spect to the other valve, the last named angular displacement being effected independently of the adjustable means.

7. The combination with an internal combustion motor having an exhaust passage and an intake passage in communication therewith, of a charge forming device for supplying a combustible mixture lto ythe intake passage, a normally closed throttle valve for controlling the mixture flow, a heater for heating the intake passage, ducts for conveying the exhaust gases from the exhaust passage to and from the heater, a valve normally positioned to effect flow of the gases from the exhaust passage'to the heater, actuating means for moving the valves relatively for effecting supply of the gases to the heater in inverse proportion to the supply of the mixture to the intake passage, adjustable means associated with the actuating means for effecting predetermined and variable angular movement of the gas valve with respect to the angular movement of the throttle valve whereby the inverse ratio of the gas and mixture supply may be varied, and manually operated means operated independently of the actuating means for effecting angular displacement of one of the valves with respect to the other valve independently of the adjustable means.

8. 'Ihe combination withan internal combustion motor having an intake and exhaust passage in communication therewith, of means for supplying a combustible mixture to the intake passage, a heater for heating the intake passage arranged to receive exhaust gases from the exhaust passage, a single valve for controlling the flow of the gases normally positioned to effect flow of the gases from the passage to the heater, the valve forming the sole control of the gas flow, a normally closed throttle valve for controlling the supply of the mixture to the, intake passage, actuating means for simultaneously closing the gas valve and opening the throttle valve for effecting supply of the gases to the heater in inverse proportion to the supply of the mixture to the intake passage, and adjustable means forming part of the actuating means and movable therewith for varying the relative angular positioning of the valves for varying the inverse ratio of the gas and mixture supplied to the heater and intake passage.

9. The combination with a motor vehicle supporting an internal combustion motor, the motor having an intake and exhaust passage in communication therewith, of means for supplying a combustible mixture to the intake passage, a heater for heating the intake passage, arranged to receive exhaust gases from the exhaust passage, a normally open Valve for controlling the gas flow, a normally closed throttle valve for controlling the supply of the mixlure to the intake passage, a -manually operated member arranged to be positioned to predetermined and fixed variable positions, means for operating the throttle valve, a lost motion member connecting the gas valve and the manually operated member normally constraining the valve toopen position, and connecting means operated by the throttle valve operating means arranged by movement in one direction to positively move the gas Valve to a more closed positionand by movement in the other direction to yieldingly move the valve to a more open position.

10. The combination with an internal combustion motor having an exhaust passage and an intake passage in communication therewith, of means for supplying a combustible mixure to the intake passage, a normally closed throttle valve for controlling the mixture flow thereto, a heater for heating the intake passage arranged to receive gases from the exhaust passage, a normally open valve for controlling the gas flow thereto,

means `for operating the throttle valve,l and means actuated thereby for positively moving the gas valve to a more closed position and yieldingly to a more open position.

11. The combination with an internal combustion motorhaving an exhaust passage and an intake passage in communication therewith, of means for supplying a combustible mixture to the intake passage, a 4normally closed throttle valve for controlling the mixture thereto, a heater for heating the intake passage arranged to receive exhaust gases from the exhaust passage, a normally open valve for controlling the gas flow thereto, means for operating the throttle valve, manually operated positioning means, a two part lost motion link connected between the positioning means and the gas Valve, and means actuated bythe throttle valve operating means for operating the link part connected to the gas valve independently of the part connected to the positioning means for simultaneously moving the valves while the link part connected to the positioning means remains stationary.

12. The combination with an internal combustion motor having an exhaust passage and an intake passage in communication therewith, of means for supplying a combustible mixture to the intake passage, a normally closed throttle valve for controlling the mixture flow thereto, a heater for heating the intake passage arranged to receive gases from the exhaust passage, a normally open valve for controlling the ow of the gases thereto, means for operating the throttle valve, manually operated positioning means, a two part lost motion link connected between the positioning means and the gas valve, means actuated by the throttle valve operating means for operating the link part connected to the gas valve independently of the other .link part, and resilient means normally tending to preventV relative movement of the link parts.

13. In combination, an internal combustion motor having an intake manifold and an exhaust manifold supported thereby, a combustible mix- .ture heater jointly supported by the manifolds having Aa combustible mixture passageway arranged to supply a combustible mixture to the intake manifold and an exhaust `gas passageway having the entrance and exit ends thereof communicating with the exhaust manifold, means for supplying a combustible mixture tothe mixture passageway therein, a throttle valve arranged to control the flow of the mixture 'to the intake manifold, a single gas valve supported by the exhaust manifold arranged to close the exit and entrance ends of the gas passageway for severing the communication therebetween and the exhaust manifold normally positioned in the open position, and means for operating the valves simultaneously, the gas valve being closed as the throttle valve is opening whereby the gas valve will supply exhaust gas'es to the gas passageway in substantially inverse proportion to the supply of the mixture to the intake manifold by the j throttle valve.

14. In combination, an internal combustion =motor, a combustible mixture heater having a combustible mixture passagewayand an exhaust vgas passageway therein, an intake manifold. supported by the motor communicating with the mixture passageway of the heater, an exhaust manifold supported by the motor having a main duct portion arranged to conduct theexhaust gases from the motor to the atmosphere, a subsidiary duct portion formed on the exhaust-manifold adjacent the exit end of the main duct portion having one subsidiary duct arranged to conduct the gas from the main duct portion to the gas passageway of the heater and another subsidiary ductarranged toconduct the gas from the heater gas passageway to the main duct portion duct, a gas valv positioned vbetween the main and subsidiaryducts arranged in one position to constrain flow of gas from the main duct to the heater through the flrst named subsidiary duct and thence through the second named' subsidiary duct to another portion of the main duct and in another position to close the communication between the main and subsidiary ducts whereby the gas is constrained to flow to the atmosphere without passing through the heater gas passageway, means for supplying a combustible mixture to the mixture passageway of the heater, a throttle valve for controlling the mixture flow therethrough, andmeans for operating the valves simultaneously, the gas valve being closed as the throttle valve is opened whereby the gas will be supplied to the gas passageway in substantially inverse proportion to the supply `of the mixture to the mixture passageway as the valvesare operated.

15. In combination, an internal combustion motor having an intake manifold and an exhaust manifold supported thereby, a combustible mixture heater supported by the manifolds having a combustible mixture passageway adjaoently positioned to an exhaust' gas passageway therein, the gas in the gas passageway being arranged to heat. the walls of the mixture passageway, a carbureter supported by the heater having a Venturi portion positioned Within the mixture passageway 'ofthe heater for heating thereof by the walls of zles thereof, and means for supplying the-mixd ture from the device to the intake manifold in substantially inverse proportion to the supply of the gas from the exhaust manifold to the gas passageway of the heater.

16. InA combination, an internal combustion motor having independent intake and exhaust manifolds ysupported thereby, an independent heater including a housing having a combustible mixture passageway portion positioned in` juxtaposition to an oriiiced portion of the intake manifold arranged to supply a combustible mixture to the manifold and an exhaust gas passageway portion 'positioned in juxtaposition to an orificed portion of the exhaust manifold arranged to supply 'exhaust gases from the; exhaust manifold to' the gas passageway of the heater, a throttle valve for controlling the mixture flow, a gas valve ating the valves for effecting a fiow of the gasin substantially inverse proportion to the flow ofthe mixture as the valves are operated thereby.

17. In combination, an internal combustion motor havingindependently supported intake and exhaust manifolds, a combustible mixture heater including a housing having a combustible mixture passageway outlet clamping face and a combined inlet and outlet exhaust gas clamping face formed thereon, the mixture outlet face abutting a correlated clamping face on the intake -mani- -ture to the mixture passageway, and means controlling the gas and mixture flows arranged to supply gas from the exhaust manifold to the gas passageway in substantially inverse proportion to the supply of the mixture from the mixture supply means to the mixture passageway.

V18. An exhaust manifold unit comprising, a housing having a main duct portion and a subsidiary duct portion, the main duct portion having a single duct and the subsidiary portion having a plurality of ducts, each subsidiary duct having one end thereof opening into the main duct and the other end thereof arranged to be placed in communication with a combustible mixture heater, a gas valve supported bythe housing arranged continuation of the housing wall of the main duct portion and in another position to open the main duct ends of the subsidiary ducts and simultaneously close the main duct at a point between certain openings of the subsidiary ducts, and means for operating the valve from one position to the other.

19. In combination, an internal combustion motor having inlet and exhaust manifolds supported thereby, a carburetor, a combustible mixture heater unit having a clamping face on one end thereof Apositioned in juxtaposition to a correlated clamping face on the inlet end of the intake manifold and a clamping face on the other end thereof in juxtaposition to a correlated clamping face on the carbureter, a combined inlet and outlet exhaust gas clamping face formed on the heater between the end clamping faces thereof, a subsidiary dual passageway manifold portion formed integrally with the exhaust manifold having an exhaust gas inlet and outlet clamping face in juxtaposition to the combined inlet and outlet clamping face of the heater, and means for effecting predetermined and variable supply of exhaust gas fromthe exhaust manifold to the heater through the subsidiary passageway portion.

20. In combination, an internal combustion motor having an intake manifold and an exhaust manifoldsupported thereby, a combustible mixture heater supported by the manifolds having an exhaust gas passageway communicating with the exhaust' manifold and a combustible mixture pasageway communicating with the intake manifold, the exhaustgas passageway being arranged to heat the walls of the mixture passageway, a carbureter secured to the heater having a Venturi portion positioned within the mixture passageway of the heater for heating the walls of the Venturi portion and a nozzle portion for supplying fuel to the Venturi portion for forming a for effecting supply of the exhaust gases fromthe exhaust manifold to the heater in substantially inverse proportion to the supply of combustible mixture to the mixturepassageway;

21. The combination with an internal combustion motor having an exhaust passageway and an intake passageway in communication therewith, of a charge forming device for supplying a combustible mixture to the intake passageway, anormally 'closed throttle valve for controlling the mixture flow, a heater for heating the intake passagewayarranged to receive exhaust gases from the exhaust passageway..a gas valve arranged to effect flow of gases from the exhaust passageway to the heater when positioned in the open position and stop the ow thereto whenpositioned in the closed position, the gas valve being normally positioned in the closed position, means for operating the throttle valve, means for operating the gas valve, means actuated by the throttle valve operating means for actuating the gas valve 'operating means to normally effect closing ofthe gas valve simultaneously with the initial opening of theA throttle valve by the throttle valve operating means, and means operated at will for positioning the gas valve operating means to predetermined and variable positionsfor effecting predetermined and variable closed positions of the gas valve independently of the throttle valve operating means, the positioning of the gas valve to predetermined and variable closed positions by the positioning means acting to render the actuating means ineffective to actuate the gas valve operating means during the initial movement thereof but effective to actuate the gas valve operating means during the nal movement thereof.

22. An exhaust manifold including a housing having a main duct portion, the duct therein being arranged to discharge the exhaust gases to the atmosphere through one end thereof, a subsidiary duct portion formed integrally with the main duct portion having a plurality of ducts extending substantially parallel to the main duct, one end of the subsidiary ducts opening into the main duct adjacent the atmosphere end thereof and the other ends thereof -being arranged to .l discharge and receive exhaust gases to and from sidiary ducts communicating with the main duct and simultaneously permit free flow of the exhaust gases from the main duct to the atmosphere and in another position uncover both the openings and simultaneously act as a closure for the main duct adjacent the atmosphere end thereof for effecting flow of the gases from the main duct to the heater through the subsidiary ducts, and means for operating the valve from one position to the other.l

23. An exhaust manifold comprising a housing including a main portion having a main exhaust duct arranged to discharge gases to the atmosphere vand a subsidiary duct portion having a plurality ofducts communicating with the main duct, orifices formed in oppositely disposed walls of the main duct portion adjacent the communication therebetween and the subsidiary ducts, cover members supported by the housingfor sealing the orifices, a valve pivotally supported by the cover members independently of the housing body arranged in one position to vclose the communication between the main and subsidiary ducts and simultaneously permit flow of the' gases to the atmosphere and in another position to close the main duct and constrain flow of the gases through. the subsidiary ducts and thence to the atmosphere, and means and moving. the valve from one position to the other.

24. A combustible mixture heater comprising a housing having an outer wall portion and an inner wall portion, a combustible mixture passageway arranged to conduct a combustible mix- Ature therethrough extending through .the inner wall portion, the'irlet and outlet openings of the mixture passageway having clamping faces at opposite ends of the outer wall-portion, an exhaust gas passageway formed between the inner and outer wallportions arranged to conduct exhaust gases therethrough for heating 'the inner wall portion, the passageway having adjacent inlet and outlet openings common to a single clamping face on the outer wall portion positioned between the mixture clamping faces.

OSCAR A. ROSS. 

